Change-speed gearing.



B. B. NEUTEBOOM.

CHANGE SPEED GEARING.

APPLICATION FILED APR. 29. 1911.

Patented Jan. 18, 1916,

: I FCE.

IBOUDEWIJN B. NEUTEBOOM, OF DETROIT, MICHIGAN.

CHANGESPEED GEARING.

Application filed April 29, 1911.

To (666 whom it may concern Be it known that I, BOUDEWIJN B. Nno'rnnoon,a subject of the Queen of the Netherlands, residing at Detroit, countyof ll'ayne, State of Michigan, have invented a certain new and usefulImprovement in Changebpeed Gearing, and declare the following to be afull, clear, and exact description of the same, such as will enableothers skilled in the art to which it pertains to make and use the same,reference being had to the accompanying drawings, which form a part ofthis specification;

My invention relates to change-speed gearing, and an object of myinvention 1s to provide a device for adjusting the relative speeds ofthe driving and driven shaft in an automobile, which device shall besimple in construction readily put together and taken apart, and shallinvolve little friction between the parts. I accomplish this object inthe device illustrated in the accompanying drawings in which Figure 1,is a horizontal section of a change-speed gearing embodying my inventionand adjacent parts. Fig. 2, is a detail view illustrating the manner ofattaching the springs m n.

A A represent the crank case of a gas engine.

B B indicate the casing for the changespeed gearing. The casing B isrepresented as forming an extension of the case A, its end remote fromthe case A being open except for the plate B which closes that end ofthe case and is bolted thereto.

B and B are plates closing openings in the end plate B C is the mainshaft of a gas engine resting in bearings in the crankcase A andextending through the casing B; D indicates one of the cranks of saidengine on the shaft a.

E is a gear wheel upon the shaft G.

G is a counter shaft constituting the camshaft of the engine resting inbearings f g in the crank case A and extending through the casing Bparallel to the extension of the main shaft 0 of the engine.

F is a gear wheel upon the shaft G of twice the diameter of the gearwheel E. The gear wheels E and F intermesh so that i the shaft G hashalf the angular velocity Specification of Letters Patent.

Patented Jan. 18,1916.

Serial No. 624,072.

I is a gear wheel upon the sleeve J is a gear wheel sleeved upon thebushing S on an extension of the shaft C. r

L is a part of a clutch mechanism sleeved upon a bushing S on anextension of the shaft C. The hubs of the gear wheel J and clutch part Lare provided with teeth which interlock at the point marked K in thedrawing.

7c is a sleeve adapted to move longitudinally upon the clutch part L andhaving a periphery adapted to engage against the friction plates 9?. toengage the clutch parts.

N is the second clutch part which is fitted snugly upon a squaredportion 0 of the shaft C m m are tension springs acting to draw thesleeve is against the plates 11. so as to cause the frictionalengagement of said plates. A wire \V is looped at its center and turnedat right angles at its ends. There are holes at in the web of the sleeveis into which the ends of the springs m extend. There are holes mw ofsmall diameter on each side of and at equal distances from the holes X.The ends of the wire" WV extend into the small holes and its loop orbend extends into the hole X and is engaged by the hooked endof a springm as shown in Fig. 2.

A means, not shown, but which will be readily supplied by thoseconversant with the art, is contemplated, 'by which the sleeve k may bedrawn out of engagement with the plate n.

The gear wheels I and J engage each other and the latter is half thediameter of the former.

Q is a sleeve bearing upon bushings S S upon an extension of the shaft'Cand resting in a radial and thrust ball bearing U secured in the head Bof the gear casing B.

V indicates the transmission shaft which is driven by the sleeve Q.

Q, Q are gear wheels of different sizes keyed so as to be movablelongitudinally upon the sleeve Q.

The sleeve H rests at one end in a radial and thrust ball bearing Pwhich is supported in the head B of the gear casing B B.

H H H are gear wheels keyed upon the sleeve H.

11. and h are grooves formed around the ends of the sleeve H. I

71. k are rings adapted to engage in the grooves 12. h".

position on said sleeve. The rings h k are then placed in the grooves hh thus preventing the removal. of said gear wheels or bearing.

The gear wheel H is adapted to be engaged by the gear wheel Q} and thegear wheel H by the gear wheel Q The gear wheel Q is provided withindentations g in one of its faces in which engage'projections from thegear wheel J when the wheel Q is moved to the end of its travel at theright as shown in Fig. 1.

Normally the clutch is engaged so that'the shaft C and sleeve L movetogether and the gear wheel J engaging the sleeve L also moves with theshaft G. Then the gear wheel Q is moved into position to engage thewheel J the latter is united to the sleeve Q so that said sleeve turnswith the shaft C and at the same angular velocity. With this engagementthe sleeve L upon the shaft 0 and the gear wheel J turn withapproximately the same velocity as the shaft C and there is no relativeangular motion and friction between the shaft and sleeve and the gearwheel J. In this position also the sleeve H turns at approximately thesame angular velocity, and in the same direction as thesha'ftGbecauseft'h'e gear Wheels J and I have the same ratio of diameters asthe gear Wheels E and F. There is therefore no relative motion, andconsequently no friction, between the sleeve H and the shaft G.

When the gear wheel Q is moved to the left its teeth engage the wheel Hand one speed of the gearing is secured. With this adjustment the sleeveQ would have a different angular velocity from that of the shaft C as itWould also when the gear wheel Q is moved to the right to engage the.gear wheel H The gear Wheel Q is moved to the left to secure. thereverse speed by a means that is not essential to this invention andwould be readily supplied by those conversant with the art.

Any force brought againstthe sleeve H longitudinally thereof, will betaken by the bearing P and any longitudinal force upon the sleeve Q willbe taken by the ball and thrust bearing U.

. It will be noticed that by this construction the cam shaft G and themain shaft C of the engine are utilized as parts of the change-speedgearing and thus theparts and the cost of construction is lessened.

angular velocity-as the shaft G; and that gear wheel J and sleeve Lalways turn withapproximately the same angular velocity as the shaft Cwhen the clutchparts are engaged.

The bushings S S are turned up to form flanges s which abut against eachother and are interposed between the ends of the sleeve Q and the gearwheel J. The bushing S is turned upward to form a flange abuttingagainst the end of the sleeve L and there is a washer t which isinserted between the hub of the clutch part N and the sleeve L. Bysupplying a washer t of the required thickness, a close fit may besecured between all the parts between the sleeve Q, and the hub of theclutch portion. N.

The plate, B, secures the radial and thrust bearing' P in place and theplate B the radial and thrust bearing U.

The parts may be easily adjusted to position and removed for inspectionor repairs.

The end plate 13 may be removed carrying the bearings P and U and thesleeves H and Q' with it. The gear wheel J may be removed by simplyslidingv it along and over the end of the extension of the shaft C.These parts may be placed in position by simply slidingthe. gearing Jover the extension of the shaft 0, its toothed end automaticallyengaging the end of the sleeve L. The sleeves H and Q, simply slide inposition over their respective shafts. When the end plate B is bolted tothe case B, the parts are firmly secured in position. Obviously if theopenings for the bearings P and U are madelarge enough one of saidbearings with its sleeve and attached parts may be removed without theother.

What I claim is 1.7111 combination with the main shaft and cam shaft ofa gas engine, a gear connection between said shafts whereby the camshaft is driven at half the speed of the main shaft, and a driven shaft,of a change speed gearing between the main shaft and driven shafts, saidchange speed gearing including a gear wheel loosely mounted upon the camshaft, a gear connection between said gear and the main shaft fordriving said gear at the same angular velocity as that of the cam shaft,and gear connections between the gear on the cam shaft and the saiddriven shaft for transmitting motion from the said gear to the saiddriven shaft.

2. In combination with the main shaft and cam shaft of a gas engine, agear connection between said shafts whereby the cam shaft is driven athalf the speed of the main shaft, and a driven shaft, of a change speedgearing between the main shaft and driven shaft,'said change speedgearing including a sleeve loosely mounted upon the cam shaft, a'gearconnection between said sleeve and the main shaft for driving thesleeve at the same angular velocity as that" of the cam shaft, and gearWheels on the sleeve and driven shaft for transmitting motion from thesleeve to said driven shaft.

3. In combination with the main shaft and cam shaft of a gas engine, agear connection between said shafts whereby the cam shaft is driven athalf the speed of the main shaft, and a driven shaft, of a change speedgearing between the main shaft and the driven shaft, said change speedgearing in cluding a sleeve loosely mounted upon the cam shaft, a gearconnection between said sleeve and the main shaft for driving the sleeveat the same angular velocity as that of the cam shaft, said gearconnection comprising a gear wheel fixed to said sleeve, a gear wheelloosely mounted upon the main shaft and meshing with the first mentionedgear wheel, means for coupling the gear wheel on the main shaft to saidshaft to rotate therewith, and for uncoupling the same from the shaft,and gear wheels on the sleeve and driven shaft for transmitting motionfrom the sleeve to said driven shaft.

4. In combination with the main shaft and cam shaft of a gas engine, agear connection between said shafts whereby the cam shaft is driven athalf the speed of the main shaft, and a driven shaft, of a change speedgearing between the main shaft and the driven shaft, said change speedgearing including a sleeve loosely mounted upon the cam shaft, a gearconnection between said sleeve and the main shaft for driving the sleeveat the same angular velocity as that of the cam shaft, said gearconnection comprising a gear wheel fixed to said sleeve, a gear wheelloosely mounted upon the main shaft and meshing with the first mentionedgear wheel, means for coupling the gear wheel on the main shaft to saidshaft for rotation therewith and for uncoupling the same from the shaft,a second gear wheel fixed on the sleeve, a gear wheel slidably mountedupon the driven shaft to rotate therewith, means on said slidable gearand the gear'wheel on the main shaft to couple the same together, saidslidable gear being adapted to be positioned to mesh with the saidsecond gear on the sleeve, or to be positioned to couple the same withthe gear wheel on the main shaft, substantially as described.

In testimony whereof, I sign this specification in the presence of twowitnessesv BOUDEVVIJN B. NEUTEBOOM. Witnesses:

VIRGINIA C. SP ATT, ELLIOTT J. STODDARD.

Copies oi thla patent may be obtained for five cents each, by addressingthe Commissioner of Iatents,

. Washington, It 6.

